A curve tunnel synchronous lining inverted arch trestle

Abstract

The utility model belongs to the field of inverted arch trestle, especially a kind of curve tunnel synchronous lining inverted arch trestle, the existing traditional inverted arch trestle is usually fixed or simple movable design, the turning radius is relatively large, it is difficult to meet the demand of small radius turning, the following scheme is presented, it includes main bridge main body and front approach bridge main body, the front approach bridge main body is arranged at one end of main bridge main body, the front approach bridge main body includes front approach bridge rear section and front approach bridge front section, the front approach bridge rear section and front approach bridge front section are connected by front approach bridge steering hinge, in the utility model, curve turning capacity, front approach bridge main body is divided into two sections and is connected by steering hinge, cooperate steering cylinder and lifting cylinder, small radius turning can be realized, meet the construction demand of curve tunnel, longitudinal slope adaptive capacity, trestle design considers longitudinal slope requirement, through reasonable structural design and hydraulic control system, ensure the stability and safety of trestle on longitudinal slope.

Description

Technical Field

[0001] This utility model relates to the field of arch bridge technology, and in particular to an arch bridge with synchronous lining for curved tunnels. Background Technology

[0002] In tunnel engineering, invert construction is a crucial step in ensuring the stability and durability of the tunnel structure. However, invert construction often requires crossing already excavated invert sections, necessitating the maintenance of unobstructed transportation routes within the tunnel during construction to allow for the normal passage of construction vehicles and personnel. While traditional invert trestle bridge designs have addressed this issue to some extent, they still have many shortcomings when facing complex and variable tunnel conditions.

[0003] Traditional arch trestle bridges typically employ fixed or simply movable designs, making them ill-suited for complex conditions such as tunnel curves, varying longitudinal slopes, and curved ground. In curved tunnels, traditional trestle bridges have a large turning radius, failing to meet the demands of small-radius turns and resulting in low construction efficiency. Furthermore, the support structures of traditional trestle bridges are often quite simple, making it difficult to maintain stability on curved ground and posing safety hazards. In addition, the movement and adjustment of traditional trestle bridges often require significant manual labor, which is not only inefficient but also makes it difficult to ensure construction precision.

[0004] With the continuous development of tunnel engineering, the performance requirements for invert arch trestle bridges are becoming increasingly stringent. Especially in complex conditions such as curved tunnels, steep longitudinal slopes, and full-circular segment shield tunnels, traditional trestle bridges are no longer sufficient to meet construction needs. Therefore, developing a synchronous lining invert arch trestle bridge for curved tunnels that can adapt to complex conditions, improve construction efficiency, and ensure construction safety is of paramount importance. Utility Model Content

[0005] The purpose of this invention is to address the shortcomings of existing technologies, such as traditional inverted arch trestle bridges, which typically employ fixed or simply movable designs, making them ill-suited for complex conditions like tunnel curves, varying longitudinal slopes, and curved ground. In curved tunnels, traditional trestle bridges have large turning radii, failing to meet the demands of small-radius turns and resulting in low construction efficiency. Furthermore, the support structures of traditional trestle bridges are often simple, making it difficult to maintain stability on curved ground and posing safety hazards. In addition, the movement and adjustment of traditional trestle bridges often require extensive manual labor, which is not only inefficient but also makes it difficult to guarantee construction accuracy. Therefore, this invention proposes a synchronously lining inverted arch trestle bridge for curved tunnels.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A curved tunnel synchronous lining arch bridge includes a main bridge body and a front approach bridge body. The front approach bridge body is located at one end of the main bridge body. The front approach bridge body includes a rear section and a front section, which are connected by a front approach bridge steering hinge.

[0008] The bottom of the main bridge body is provided with a movable outrigger body, which is equipped with a hydraulic motor reducer for driving the trestle bridge to move.

[0009] The bottom of the main bridge body is provided with the main bridge rear support leg body, the main bridge rear support leg body is provided with the main bridge rear support leg translation cylinder and the main bridge rear support leg translation beam, the main bridge rear support leg translation cylinder is used to drive the main bridge rear support leg translation beam to perform translation adjustment;

[0010] The main body of the front approach bridge is equipped with a front approach bridge travel steering and lifting device, which includes arc-shaped rubber-coated wheels.

[0011] Among them, through the coordinated action of the steering hinge of the front approach bridge and the translation cylinder of the rear outrigger of the main bridge, the trestle bridge can realize the construction of curved tunnels with a minimum turning radius of 400 meters, and adapt to the curved ground by using rubber-coated wheels on the curved surface, while meeting the stability support of the 6% longitudinal slope of the bridge deck.

[0012] In one possible design, the front approach axle traveling and steering lifting device further includes:

[0013] The front approach bridge translation beam is located below the main body of the front approach bridge;

[0014] The front approach bridge translation cylinder, in conjunction with the front approach bridge translation beam, is used to translate the main body of the front approach bridge.

[0015] The telescopic pole is installed on top of the front approach bridge's sliding beam;

[0016] The vertical hydraulic cylinder for travel is used to control the extension and retraction of the travel telescopic boom;

[0017] Steering cylinder mounting bracket, fixedly installed on one side of the travel telescopic pole;

[0018] The front axle steering cylinder is hinged to the top of the steering cylinder mounting base, and its piston rod is hinged to the front section of the front axle to control the steering of the front section of the front axle.

[0019] The front approach axle lifting cylinder is used to control the lifting and lowering of the front approach axle body.

[0020] Among them, the curved rubber-coated wheels can switch between off-ground and on-ground states through the vertical walking cylinder and the front approach bridge lifting cylinder, realizing rapid conversion between walking and support.

[0021] In one possible design, the bottom of the main bridge body is provided with the main bridge front support leg body, the main bridge front support leg body is provided with the main bridge front support leg vertical cylinder and the main bridge front support leg telescopic rod, the main bridge front support leg vertical cylinder is used to drive the main bridge front support leg telescopic rod to extend and retract.

[0022] The bottom of the main bridge body is also provided with a front support beam of the main bridge, which forms a stable support with the front support leg body of the main bridge. Multiple telescopic rods of the rear support leg body of the main bridge are provided at the top of the rear support leg body and the bottom of the main bridge body.

[0023] Among them, the vertical hydraulic cylinder of the front outrigger of the main bridge only provides lifting function to adapt to space constraints, and ensures bridge deck leveling under a 6% longitudinal slope by working in conjunction with the vertical hydraulic cylinder of the rear outrigger of the main bridge.

[0024] In one possible design, movable leg beams are fixedly installed between the main bodies of the movable legs laterally, and movable leg longitudinal bracing is fixedly installed between them longitudinally.

[0025] The top of the movable support leg beam is provided with a walkway suspension beam, one side of the walkway suspension beam is equipped with an inverted wheel, and the bottom is provided with a support wheel, forming a walking guide system;

[0026] Among them, the movable outriggers can move stably in the tunnel through the inverted wheels and support wheels, and achieve precise drive in conjunction with the chain drive.

[0027] In one possible design, a central cover plate is provided in the middle of the main bridge body, and pedestrian walkways are provided on both sides.

[0028] Anti-collision columns are installed between the main bridge's middle cover plate and the pedestrian walkway slab, and anti-collision corrugated plates are fixedly installed on the top of the anti-collision columns.

[0029] Among them, the anti-collision corrugated plate forms a continuous protective structure, effectively preventing construction collision accidents.

[0030] In one possible design, the bottom of the front approach bridge body is provided with multiple lower movable pad beams of the front approach bridge, and a lateral adjustment cylinder for the lower movable pad beams is installed. The lateral adjustment cylinder for the lower movable pad beams is used to adjust the lateral position of the lower movable pad beams of the front approach bridge.

[0031] In this process, after the current approach bridge plane angle is adjusted, the lower movable pad beam uses a translational hydraulic cylinder to support the main body of the front approach bridge, thus supporting the passage of heavy vehicles.

[0032] In one possible design, a trestle connection seat is provided at the end of the main bridge body away from the front approach bridge body;

[0033] The front approach bridge body is equipped with anti-collision guardrails on both sides of its top.

[0034] The trestle bridge connecting seats adopt a welded box structure, and the anti-collision guardrail posts are spaced 1.2 meters apart and 1.1 meters high, providing connecting and anti-collision protection.

[0035] In one possible design, the trestle integrates a hydraulic remote control system, using a PLC controller to centrally control the hydraulic motor reducer, the main bridge rear outrigger translation cylinder, the travel vertical cylinder, and the front approach bridge steering cylinder.

[0036] The operating terminal is equipped with a touch screen that displays the cylinder pressure and displacement parameters in real time. When the off-center load exceeds the rated value, the walking mechanism is automatically locked to ensure construction safety.

[0037] In one possible design, the trestle is used for a full-circular segment shield tunnel, with the main body of the front approach bridge being 19.5 meters long, and the main bridge body being divided into two sections and connected by clamp bolts.

[0038] In the construction of a curved tunnel with a radius of 400 meters, synchronous steering and movement are achieved by adjusting the angle of the steering cylinder of the front approach bridge and the translation device of the movable outriggers, which reduces track laying and improves logistics efficiency.

[0039] In this application, the operating conditions of the trestle bridge are as follows:

[0040] 1. The passageway above the trestle bridge requires segment trucks to have good climbing ability; the bridge deck has a longitudinal slope of 6%.

[0041] 2. The minimum distance between curves in the tunnel is 400 meters.

[0042] 3. The shield tunnel has an arc-shaped walking surface beneath the fully circular segment trestle bridge.

[0043] The pier has the following characteristics:

[0044] 1. The main bridge is divided into two sections, which are connected in the middle by clamp bolts.

[0045] 2. A movable outrigger body is installed under the main bridge. The movable outrigger body is driven by a hydraulic motor and can move back and forth under the trestle bridge. The movable outrigger body is equipped with a translation adjustment device, which is used to adjust the position left and right while supporting the ground when the tunnel turns.

[0046] 3. The rear outriggers are equipped with lifting and translation devices, while the front outriggers are only equipped with lifting and no translation devices.

[0047] 4. The key feature of this trestle bridge lies in the design of its main approach bridge:

[0048] a. The main body of the front approach bridge was constructed in two sections due to the length of the transport.

[0049] b. The main body of the front approach bridge is equipped with a planar rotation axis to meet the turning requirements of the tunnel.

[0050] c. A translation device is designed in the middle of the main body of the front approach bridge to adjust the angle of the approach bridge's plane. After the angle of the approach bridge's plane is adjusted, the translation cylinders under the two movable pad beams of the front approach bridge are adjusted so that the pad beams support the main body of the front approach bridge, allowing heavy vehicles to pass underneath.

[0051] d. A solid rubber-coated wheel drive unit is installed in the middle of the front approach bridge body. The traveling device is designed with a lifting cylinder to switch the traveling wheels and the front approach bridge translation device between ground-free and suspended states. The left and right traveling wheels are connected by a crossbeam and equipped with translation cylinders for adjusting their left and right positions.

[0052] e. When the trestle moves forward, the movable outriggers touch the ground, and the front approach bridge's traveling wheels also touch the ground. The movable outrigger chain mechanism drives the main bridge, and the front approach bridge's traveling wheels are equipped with motor reducers, driving the front approach bridge forward synchronously.

[0053] f. This trestle, in conjunction with hydraulic remote control and operation, solves the problem of wheeled vehicles crossing the bridge during shield tunnel invert construction. Compared to traditional rail-mounted trestle bridges, it reduces track laying and significantly solves the problem of tunnel logistics transportation.

[0054] The trestle bridge runs on a fully curved surface, with its front, as shown on the right side of the drawing, almost touching the ground. Therefore, the design space was extremely limited.

[0055] The tunnel must meet the turning requirements, therefore the approach bridge needs to be hinged to the main bridge.

[0056] The entire trestle bridge needs to move forward, and the front approach bridge is 19.5 meters long. It would be very difficult to lift the approach bridge off the ground using hydraulic cylinders. The only option is to design a supporting beam for turning, walking, lateral movement, and vehicle passage.

[0057] Normally, the front and rear outriggers of a trestle bridge need to be designed for lifting and translation, but due to space limitations, the front outrigger of this trestle bridge cannot be designed for translation. Therefore, the translation function of the movable outriggers is utilized as much as possible to allow the main bridge to translate and turn.

[0058] To adapt to tunnel curves and curved ground, it is also necessary to design a translation device under the movable outriggers.

[0059] Based on the above analysis, the trestle bridge has a very reasonable structural design. Multiple structural elements are cleverly combined to accommodate longitudinal slopes, turns, and curved road surfaces. Adjustments to the movement of each component are also possible.

[0060] Beneficial effects:

[0061] The front approach bridge is divided into two sections and connected by a steering hinge. With the help of steering cylinders and lifting cylinders, it can achieve small-radius turns (such as a 400-meter turning radius) to meet the construction requirements of curved tunnels.

[0062] Longitudinal slope adaptability: The trestle design takes into account longitudinal slope requirements (such as a 6% bridge deck longitudinal slope). Through reasonable structural design and hydraulic control system, the stability and safety of the trestle on longitudinal slopes are ensured.

[0063] Adaptable to curved ground, the front approach bridge's walking device uses curved rubber-coated wheels, which can fit well with the curved ground of the full-circular segment shield tunnel, improving the stability and load-bearing capacity of the trestle bridge.

[0064] Synchronous lining construction: The trestle design allows lining work to be carried out simultaneously with the invert arch construction, thus synchronizing the construction process and shortening the construction period.

[0065] Rapid movement and adjustment: Driven by a hydraulic motor and controlled by a hydraulic system, the trestle can move quickly and adjust precisely, reducing manual operation time and improving construction efficiency.

[0066] The stable support structure, with multiple outriggers and support devices on both the main bridge and the approach bridge, ensures the stability of the trestle bridge during construction.

[0067] The bridge features a collision protection design, with guardrails and posts on both sides to effectively prevent collisions between construction vehicles and personnel.

[0068] Hydraulic remote control operation: The hydraulic remote control system reduces the time personnel spend working in dangerous areas and improves construction safety.

[0069] The modular design of the trestle bridge, with its main body divided into multiple modules, facilitates transportation and on-site assembly.

[0070] Lightweight materials, using high-strength steel and a lightweight design, reduce the weight of the trestle, making it easy to move and install.

[0071] Compared to traditional track-mounted trestle bridges, the trestle bridge in this application does not require track laying, thus reducing damage to the tunnel surface and waste of materials.

[0072] The high-efficiency hydraulic system adopts an advanced hydraulic control system to improve energy utilization efficiency and reduce energy consumption. Attached Figure Description

[0073] Figure 1 This is a schematic diagram of the main structure of a synchronously lined arch bridge for curved tunnels proposed in this utility model.

[0074] Figure 2 This is a top view of the synchronous lining arch bridge for curved tunnels proposed in this utility model.

[0075] Figure 3 This is a top view of the curved tunnel synchronous lining arch bridge after bending, as proposed in this utility model.

[0076] Figure 4 This is a cross-sectional view of AA in a synchronously lined arch bridge for curved tunnels proposed in this utility model.

[0077] Figure 5 This is a cross-sectional view of BB in a synchronously lined arch bridge for curved tunnels proposed in this utility model.

[0078] Figure 6 This is a cross-sectional view of CC in a synchronously lining inverted arch trestle bridge for curved tunnels proposed in this utility model.

[0079] Figure 7 This is a cross-sectional view of DD in a synchronously lined arch bridge for curved tunnels proposed in this utility model.

[0080] Figure 8 This is a cross-sectional view of EE in a synchronously lined arch bridge for curved tunnels proposed in this utility model.

[0081] Figure 9 The maximum translation state diagram of the lifting base in front of the trestle in the synchronous lining arch trestle of the curved tunnel proposed in this utility model;

[0082] Figure 10 This utility model proposes a front sliding base for a curved tunnel synchronous lining arch bridge, with the outriggers retracted and the bridge in a walking state.

[0083] Figure 11 This utility model proposes a lifting base for the front of the trestle bridge in a synchronously lining inverted arch trestle bridge for curved tunnels, with a vehicle passing through it.

[0084] In the diagram: 1. Main body of the rear outrigger of the main bridge; 2. Main body of the main bridge; 3. Main body of the movable outrigger; 4. Main body of the front outrigger of the main bridge; 5. Movable pad beam under the front approach bridge; 6. Trestle bridge joint; 7. Crash guardrail; 8. Steering cylinder of the front approach bridge; 9. Main body of the front approach bridge; 10. Lifting cylinder of the front approach bridge; 11. Steering hinge of the front approach bridge; 12. Longitudinal connection of the movable outrigger; 13. Hydraulic motor reducer; 14. Middle cover plate of the main bridge; 15. Pedestrian walkway slab; 16. Rear section of the front approach bridge; 17. Translation cylinder of the front approach bridge; 18. Lateral adjustment cylinder of the lower movable pad beam; 19. Front section of the front approach bridge; 20. Front approach bridge 21. Translation beam; 22. Front approach bridge travel steering lifting device; 23. Travel telescopic rod; 24. Travel vertical cylinder; 25. Steering cylinder mounting seat; 26. Curved travel rubber-coated wheel; 27. Main bridge front outrigger vertical cylinder; 28. Main bridge front outrigger telescopic rod; 29. ​​Main bridge front support beam; 30. Anti-collision corrugated plate; 31. Anti-collision column; 32. Walkway cantilever beam; 33. Inverted wheel; 34. Support wheel; 35. Movable outrigger crossbeam; 36. Main bridge rear outrigger translation cylinder; 37. Main bridge rear outrigger vertical cylinder; 38. Main bridge rear outrigger telescopic rod; 39. Main bridge rear outrigger translation beam. Detailed Implementation

[0085] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0086] In one embodiment, reference is made to... Figure 1-11 An arched trestle bridge includes: the trestle bridge is composed of a main bridge body 2 and a front approach bridge body 9 forming an integral frame. The main bridge body 2 adopts a segmented design, with the two bridge sections rigidly connected by clamp bolts. A central cover plate 14 is installed in the middle of the bridge body, and pedestrian walkways 15 are laid on both sides. Anti-collision columns 30 are installed between the walkways and the central cover plate, and anti-collision corrugated plates 29 are welded to the top of the columns to form a continuous protective structure. Four sets of main bridge rear support legs 1 and two sets of main bridge front support legs 4 are configured at the bottom of the main bridge. The rear support legs are welded with main bridge rear support leg translation beams 38, which are driven by main bridge rear support leg translation cylinders 35 to achieve lateral displacement. The translation cylinders are HSG-80 / 50 type engineering hydraulic cylinders. A telescopic rod 37 for the rear outrigger is installed between the top of the rear outrigger and the main bridge. The telescopic rod is raised and lowered by a vertical hydraulic cylinder 36 for the rear outrigger. The vertical hydraulic cylinder is an HSG-100 / 70 type engineering hydraulic cylinder, which meets the bridge deck leveling requirements under a 6% longitudinal slope.

[0087] The main bridge's front outriggers are equipped with vertical hydraulic cylinders 26 and telescopic rods 27. The vertical hydraulic cylinders are HSG-63 / 40 type, retaining only the lifting function to accommodate space constraints. Two sets of movable outrigger bodies 3 are installed at the bottom of the main bridge. The movable outriggers are connected by a truss structure formed by movable outrigger crossbeams 34 and longitudinal connecting beams 12. A walkway cantilever beam 31 is welded to the top of the crossbeam, with inverted wheels 32 installed on both sides and support wheels 33 at the bottom, forming a complete walking guidance system. The movable outriggers are driven by a BMM-200 type hydraulic motor reducer 13, achieving longitudinal movement via chain transmission.

[0088] The main body 9 of the front approach axle adopts a split structure, consisting of the rear section 16 and the front section 19 of the front approach axle connected by a steering hinge 11. The steering hinge uses a spherical bearing structure. A front approach axle translation beam 20 is installed at the bottom of the front approach axle. The translation beam cooperates with the front approach axle translation cylinder 17 to achieve lateral adjustment. The translation cylinder is of type HSG-63 / 35. A travel telescopic rod 22 is installed on the top of the translation beam. The telescopic rod is controlled by a travel vertical cylinder 23. The vertical cylinder is of type HSG-50 / 28. A steering cylinder mounting seat 24 is welded to the side of the telescopic rod, and a front approach axle steering cylinder 8 is installed. The steering cylinder is of type HSG-40 / 25. The piston rod is hinged to the front section 19 of the front approach axle to achieve ±15° steering. Two sets of movable lower pad beams 5 are configured at the bottom of the front approach bridge. The position of the pad beams is finely adjusted by the lateral adjustment cylinder 18 of the movable lower pad beam. The cylinder is HSG-32 / 20 type. A front approach bridge travel steering lifting device 21 is set below the main body 9 of the front approach bridge.

[0089] The front approach axle travel system integrates 25 curved rubber-coated wheels with polyurethane elastomer coating. The travel device is equipped with a front approach axle lifting cylinder 10, which is an HSG-70 / 40 type, to switch between the travel wheels and the translation device. The left and right travel wheels are connected by a crossbeam, and a translation cylinder, an HSG-50 / 28 type, is located in the middle of the crossbeam to adjust the lateral position of the travel wheel assembly.

[0090] This application can be used in the field of arch bridges, or in other fields applicable to this application.

[0091] In another embodiment, reference Figure 1-11 An improvement upon Example 1 is provided: a curved tunnel synchronous lining arch trestle bridge, applied to the field of arch trestle bridges. The trestle bridge overlap end is equipped with a trestle bridge overlap seat 6, employing a welded box-type structure. Anti-collision guardrails 7 are installed on both sides of the top of the front approach bridge, with guardrail posts spaced 1.2 meters apart and 1.1 meters high. The main bridge front support beam 28 adopts a welded H-beam steel structure, forming a stable support system with the main bridge front outriggers.

[0092] During the construction of a curved tunnel with a radius of 400 meters, the angle of the front section of the approach bridge is adjusted by the steering cylinder 8, which, in conjunction with the movable outrigger translation device, achieves overall steering. When the trestle needs to move longitudinally, the lifting cylinder 10 of the approach bridge raises it so that the rubber-coated wheels touch the ground, and the hydraulic motor drives the movable outrigger to move along the tunnel axis. The translation cylinder 35 of the main bridge's rear outrigger simultaneously adjusts the support position. Under a 6% longitudinal slope, the vertical cylinder 36 of the main bridge's rear outrigger works in conjunction with the vertical cylinder of the front outrigger, and the bridge deck is precisely leveled through feedback from displacement sensors.

[0093] This trestle integrates a hydraulic remote control system, using a PLC controller to centrally control each actuator. The operating terminal is equipped with a 10.4-inch touchscreen, displaying real-time pressure, displacement parameters of each cylinder, and equipment status. The system features three levels of safety protection; when the off-center load exceeds the rated value by 20%, the traveling mechanism is automatically locked to ensure construction safety.

[0094] However, as is well known to those skilled in the art, the working principles and wiring methods of the front approach bridge steering cylinder 8, the front approach bridge lifting cylinder 10, the hydraulic motor reducer 13, the front approach bridge translation cylinder 17, the lower movable pad beam lateral adjustment cylinder 18, the travel vertical cylinder 23, the main bridge rear outrigger translation cylinder 35, and the main bridge rear outrigger vertical cylinder 36 are commonplace and belong to conventional means or common knowledge. They will not be elaborated here. Those skilled in the art can make any selections according to their needs or convenience.

[0095] The accompanying drawings in this application are for illustrative purposes only. The dimensions and shapes of the components shown are not actual limitations but are merely schematic representations. In actual implementation, the components can be reasonably configured and adjusted according to specific needs and actual conditions.

[0096] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A synchronously lined arch bridge for curved tunnels, characterized in that, include: The main bridge body (2) and the front approach bridge body (9) are provided at one end of the main bridge body (2). The front approach bridge body (9) includes a rear section (16) and a front section (19) of the front approach bridge. The rear section (16) and the front section (19) of the front approach bridge are hinged together by a front approach bridge steering hinge (11). The bottom of the main bridge body (2) is provided with a movable support leg body (3), and the movable support leg body (3) is equipped with a hydraulic motor reducer (13) for driving the trestle bridge to move. The bottom of the main bridge body (2) is provided with the main bridge rear support leg body (1), the main bridge rear support leg body (1) is provided with the main bridge rear support leg translation cylinder (35) and the main bridge rear support leg translation beam (38), the main bridge rear support leg translation cylinder (35) is used to drive the main bridge rear support leg translation beam (38) to perform translation adjustment; The front approach bridge body (9) is provided with a front approach bridge travel steering lifting device (21), which includes an arc-shaped travel rubber-coated wheel (25).

2. The synchronously lined arch bridge for curved tunnels according to claim 1, characterized in that, The front approach bridge travel steering lifting device (21) also includes: The front approach bridge translation beam (20) is located below the main body (9) of the front approach bridge; The front approach bridge translation cylinder (17) cooperates with the front approach bridge translation beam (20) to translate the main body (9) of the front approach bridge; The traveling telescopic pole (22) is installed on top of the front approach bridge translation beam (20); The vertical hydraulic cylinder (23) is used to control the extension and retraction of the telescopic rod (22); The steering cylinder mounting base (24) is fixedly installed on one side of the travel telescopic rod (22); The front axle steering cylinder (8) is hinged to the top of the steering cylinder mounting seat (24), and its piston rod is hinged to the front axle section (19) for controlling the steering of the front axle section (19). The front approach bridge lifting cylinder (10) is used to control the lifting of the front approach bridge body (9).

3. The synchronously lined arch bridge for curved tunnels according to claim 1, characterized in that, The bottom of the main bridge body (2) is provided with a main bridge front support leg body (4), the main bridge front support leg body (4) is provided with a main bridge front support leg vertical cylinder (26) and a main bridge front support leg telescopic rod (27), the main bridge front support leg vertical cylinder (26) is used to drive the main bridge front support leg telescopic rod (27) to extend and retract; The bottom of the main bridge body (2) is also provided with a main bridge front support beam (28), which forms a stable support with the main bridge front support leg body (4). Multiple main bridge rear support leg telescopic rods (37) are provided on the top of the main bridge rear support leg body (1) and the bottom of the main bridge body (2).

4. The synchronously lined arch bridge for curved tunnels according to claim 1, characterized in that, The movable support leg body (3) is fixedly installed with movable support leg crossbeams (34) in the transverse direction and with movable support leg longitudinal bracing (12) in the longitudinal direction. The top of the movable support leg beam (34) is provided with a walkway suspension beam (31), one side of the walkway suspension beam (31) is equipped with an inverted wheel (32), and the bottom is provided with a support wheel (33), forming a walking guidance system.

5. The synchronously lined inverted arch trestle bridge for curved tunnels according to any one of claims 1-4, characterized in that, The main bridge body (2) is provided with a main bridge middle cover plate (14) in the middle position, and pedestrian walkways (15) are provided on both sides; A crash barrier column (30) is provided between the main bridge middle cover plate (14) and the pedestrian walkway plate (15), and a crash barrier corrugated plate (29) is fixedly installed on the top of the crash barrier column (30).

6. The synchronously lined arch bridge for curved tunnels according to claim 1, characterized in that, The bottom of the front approach bridge body (9) is provided with multiple front approach bridge lower movable pad beams (5) and a lower movable pad beam lateral adjustment cylinder (18) is installed. The lower movable pad beam lateral adjustment cylinder (18) is used to adjust the lateral position of the front approach bridge lower movable pad beam (5).

7. The synchronously lined arch bridge for curved tunnels according to claim 1 or 6, characterized in that, The main bridge body (2) is provided with a trestle bridge connecting seat (6) at one end away from the front approach bridge body (9); The front approach bridge body (9) is equipped with anti-collision guardrails (7) on both sides of its top.

8. The synchronously lined arch bridge for curved tunnels according to claim 1, characterized in that, The trestle integrates a hydraulic remote control system, which uses a PLC controller to centrally control the hydraulic motor reducer (13), the main bridge rear outrigger translation cylinder (35), the travel vertical cylinder (23), and the front approach bridge steering cylinder (8).

9. The synchronously lined inverted arch trestle bridge for curved tunnels according to any one of claims 1-3, characterized in that, The trestle is used for a full-circular segment shield tunnel. The length of the main body (9) of the front approach bridge is 19.5 meters. The main body (2) of the bridge is divided into two sections and connected by clamp bolts.

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